Electrical apparatus for operating railway switches and signals.



No. 704,177. Pafentad July .8, I902.

T. nucousso. ELECTRICAL APPARATUS FOR OPERATING RAILWAY SWITCHES ANDSIGNALS.

(Application filed Sept. 22, 1898.) (No Model.)

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No. 704,177. Patented July 8, I902. T. DUCOUSSU.

ELECTRICAL APPARATUS FOR OPERATING RAILWAY SWITCHES AND SIGNALS.

(Application filed Sept. 22, 1898.)

(No Model.) I 5 Sheets-Sheet 2.

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N0. 704,I77. Patented July 8, I902; T. DUCOUSSO.

ELECTRICAL APPARATUS FOR OPERATING RAILWAY SWITCHES AND SIGNALS.

[Application filed Sept. 22, 189B.)--

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No. 704,!77. Patented July 8, I902. T. DUCOUSSU.

ELECTRICAL APPARATUS FOR OPERATING RAILWAY SWITCHES AND SIGNALS.

(Application filed Sept. 22, 1898.)

(No Model.) A 5 Sheets-Sheet 4,

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No. 704,177. Patented m 8,1902.

T. DUCOUSSO. ELECTRICAL APPARATUS FOR OPERATING RAILWAY SWITCHES ANDSIGNALS.

(Application filed Sept. 22, 1898.) (No Model.) 5 Sheets-Sheet 5.

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UNITED STATES PATENT ()EEICE.

THFOPHILE DUCOUSSO, OF PARIS, FRANCE.

ELECTRICAL APPARATUS FOR OPERATING RAILWAY SWlTCHES AND SIGNALS.

SPECIFICATION forming part of Letters Patent No. 704,177, dated July 8,1902.

Application filed September 22, 1898. Serial No. 691.597. No model.)

To U whom it may concern:

Be it known that I, THEOPHILE DUCOUSSO, a citizen of the Republic ofFrance, residing in Paris, France, have invented certain new and usefulImprovements in Electrical Ap-- paratus for Operating RailwaySwitchesand Signals, of which the following is a specification.

My invention relates to electrical apparatus for operating railwayswitches and signals, this apparatus being such that all the switchesand signals of a station can be worked from a single center. Thecomplete system includes a receiving or local apparatus situated nearthe switch or signal to be moved and connected thereto, or, in the caseof several switches or signals to be operated by one lever at thecentral station, a corresponding number of similarly situated andconnected local apparatuses, a series of operating or central-stationapparatuses, one of which operates the local apparatus of each point orsignal or group of points or signals, anda system of connections fromsaid central station to said local apparatuses.

Figures 1 to 5, inclusive, are details of the local apparatus. Fig. 6 isa plan of a complete local apparatus, showing connections to the switchor signal and to the safety-bar. Fig. 7 is a section on the lines .2 .22 Fig. 6. Fig. Sis an elevation of one complete centralstationapparatus. Figs. 9 and 10 are details thereof. Figs. 11 and 12 areelevations of the central apparatus in ditferent positions from thatshown in Fig. 8 and showing the local apparatus connected thereto, thelatter being diagrammatic for greater clearness. Fig. 13 is a diagram ofthe connections for the case in which one central-station apparatusoperates several local appa ratuses. The mechanical details of the partsare fully enough shown in Figs. 1 to 10, inclusive; and Fig. 14 is adiagram of a system of connections designed to secure safety in case ofconfusion or breakage or contact of the wires with the earth. Figs. 15and 15 are a plan and section, respectively, of the connections betweenthe local apparatus and the switches, detector-bar, &IO. Figs. 16 and 1bare a side and edge elevation, respectively, of the interlockingmechanism at the central station.

In order to render the description clear, I shall first briefly describethe local apparatus, the line, and the central-station apparatus, thesethree parts being afterward described in their different phases ofoperation in such combinations as insure safety.

Usually the switches and signals are arranged to move alternately, andoften they are furnished with systems of locking to prevent accidentalchange of position. The switches also are sometimes provided withdetectoi bars, preventing their movement while a car is over the bar.Such, briefly, are the usual conditions which have to be kept in view inthe course of the following description.

The local apparatus comprises an electric motor capable of revolvingalternately in opposite directions-for instance, a dynamo having twofields wound in opposite directions communicating by a line-wire withthe working station and an armature connected at one end with the twofields and at the other endto a return-wire or earth. It at the centralstation one of the line-wires is connected to the one pole of a dynamoor battery the other pole of which is connected to the return-wire orearth, the motor will revolve in one direction, whereas the rotationwill be reversed if the connections are made to the other wires.

Fig. 1 shows the arrangement for transmitting motion from the motor M tothe switch through the rod A. The motor-shaft g has on it a disk J,which has a finger driving a disk K, fixed on the shaft h of a worm V,which gears with a wheel R, loose on the axis 0, said wheel R having acrank-pin and roller F, which works in a slot E e of a lever D, fixed ona rocking shaft 0, which has an arm B, jointed to the rod A. The slothas a straight part cand a part E, having for its sides circular arcseach concentric with the wheel B when the lever D is in its extremeposition corresponding to the symmetric arcs H H,which are separated byan are I of about one hundred and eighty degrees. The sum of the threearcs H, l, and H is the extent to which the wheel R revolves for acomplete stroke of the rod A. The are I corresponds to the actualmovement of the rod, the arcs H H to the unlocking and locking. If theparts are in the positions shown in full lines in Fi 1, a current issent, causing the wheel R to turn in the direction of the arrow G. Thecrank F does not move the lever D while it traverses the are H, becausethe side of the slot is concentric with its rotation; but throughout theare I the crank F, acting in the straight part 6 of the slot, moves overthe lever from its position 1 to position 2, moving the rod A throughthe stroke required for working the switch or signal. While the crankcontinues its movement along the are H it acts on the concentric part ofthe slot, holding the leverin the dotted position. The current isautomatically cut oif a little before the crank reaches the end of theslot E, as will be hereinafter explained. It is obvious that the twoextreme positions of the lever D, as shown, respectively, in full and indotted lines, are symmetrical. Consequently if the current be sent bythe other wire, causing the motor to revolve in the opposite directionthe rod A will be moved from position 2 to position 1 in the mannerdescribed. The looking of the switch or signal is efiected by theposition of the crank F in the slot only when the movement of A has beencompleted in either direction. For applying the mechanism to a switchhaving a detector-bar I fix on the Wheel R a cam L, Fig. 2, having twoopposite parts of its periphery concentric, but of difierent radius.Against this cam bears a roller N of a lever P, fixed on a rocking shaftQ, the arm S of which is jointed to the rod T of the detector-bar. In astate of rest the apparatus being in the one or the other of its normalpositions, .the roller N bears against the hollow of the cam L. The areof the smaller circle beyond the part where the radius begins to lessencorresponds with H in Fig. 1, so that while the crank-pin F traversesthe are H the roller N is moved away by the cam moving the arms P and Sto the dotted position and the rod T from 1 to 2, raising thedetector-bar if there be no car over it; but if there be a car over thebar it cannot rise, the arms P and S cannot move, and the roller Nprevents the cam L from moving, and thereby prevents the wheel R and themotor from revolving. The motor is so constructed that it can sustainthe current even when persistently locked. The cam L is so set that theswitch or signal rod is not moved until the detector-bar is raised, andthe bar is held raised during the movement of the switch or signal rod,not descending until this movement is completed.

Figs. 3, 4, and 5 represent the snap-commutator which I employforchanging the connection of the motor to the line immediately on themovements necessary for safety being completed by the motor. In a planeparallel to that of the wheel R, Iarrange a rod U U", which can slide inguides 14- a and has its middle part U larger, on which slides a sleeveX. Two helical springs u it abut against the guides n n and urge thesleeve Xin opposite directions by washers 0c (13, free to slide on U U,which has its one end jointed to an arm WV of a rocking shaft WV, whichhas another arm W jointed to a rod W which is connected to a part movedby the switch or signal, so that the rod U U moves with the switch orsignal. The sleeve X carries a forked spring 3/ insulated, this spring,as shown in Fig. 4, serving to connect the contacts 40 and 42 or thecontacts 41 and 43, which are fixed on an insulating-base, con tacts 40and 41 being connected to the two wires of the line and 42 and 43 to thetwo windings of the field of the motor. The sleeve X does not move withthe rod U U, but after it, as determined by the movement of the wheel R,which has two studs y 3 meeting a lever Y, which is pivoted at Y and hasan end Y, forming a stop for the sleeve X, being held in the positionshown in Fig. 5 by a spring 3 Fig. 3 shows the commutator in one of itsnormal positions, corresponding to the position of the moving partsshown in Fig. l. The current coming to the contact 40 passes by the forky to the contact 42 and thence through the motor to earth. (See Fig. 6.)The wheel R moves in the direction of the arrow G, Fig. 1, and beforethe crank F has completed the are H the stud 3/ sets free the lever Y,the end Y of which locks the sleeve X. WVhile the crank F traverses theare I, moving the switch or signal, the rod W" transmits the motion ofthe switch or signal to the rod U U until the crank F has completed theare I. At this time the spring to is compressed by the washer m, butcannot act on the sleeve X, which is urged by the spring a, but islocked. When the crank F has traversed about half of the are H, the stud1 moves the lever Y, which releases the sleeve X, allowing it to besnapped by the spring u,'moving the spring y from the contacts 40 and 42to the contacts 41 and 43, thus preparing the connections for theopposite movements under control of the operating station. After theopening of the circuit the motor may slow down, continuing the motion ofthe wheel R and crank F through the are H. The end Y of the lever Y iskept away from the sleeve X until by the movement opposite to thatdescribed the stud y sets the arm Y free, which occurs at the be ginningof the subsequent operation. This reverse operation is substantially thesame as that described; but it is the stud 12 which releases thecommutator. If the switch or signal should be accidentally displaced-as,

for instance, by a forcing of the switch there is fracture of some ofthe connections as, for instance, the rod A; but the rod W neverthelesscommunicates to the rod U U the movement corresponding with that of theswitch or signal to its new position, and in the case shown in Fig.3 thesleeve X, not being locked by Y, also moves, shifting y from thecontacts 40 42 to the contacts 41 43, which, as will be hereinafterdescribed, informs the operator at the station of the accident.

The arrangement of the commutator as described, acted on by a rod 'Wconnected to the switch or signal, is the most effectual for safety; butin many casesfor example, for switches in sidings-it is thoughtsufficient to control only the motor part of the apparatus. The end U ofthe rod U U may in that case be connected to a pin on an extension ofthe lever D, the rod W and lever V7 1V being dispensed with, as shown inthe general plan, Fig. 6, and in the section, Fig. 7, on .2 z 2 .2 Asthe same reference-letters are used to indicate like parts in all theviews, Figs. 1 to 7, inclusive, it is unnecessary to further explainFigs. 6 and 7.

Figs. 15 and 15 show one mode of-connecting my switch, signal, andsafety-bars. The safety-bar T is connected to an arm fon a rock-shaft d,mounted in supports e. A bar 0 is also connected to the rock-shaft d andin such position as to be depressed and held down while the wheel of thecar is passing over the adjacent portion of the rail. The bars A and Ware connected to the switches in any suitable way, as by articulatedconnection a and b, respectively.

The line consists of two conducting-wires and a return which may be athird wire, or the rails, which serves for all the apparatus of the sameinstallation. The line may be underground, and so protected fromaccidents to which exposed wires are liable; but it may nevertheless beexposed, and I shall hereinafter state the accessory arrangements to beemployed, so that safety may not be compromised whatever be thecondition of the line.

The central-station apparatus is shown in side view, Fig. 8, andtransverse section, Fig. 9. A frame 1 has fixed on it an axis 2, aroundwhich can turn the operating-levers 3 4 5, mounted behind the frame. Adrawing-cam 6 is also pivoted on the axis 2 in front of the frame. Acommutator 7 for three contacts 8 9 10,and a reversing-switch, havingtwo arms 11 and 12 forthree contacts 13, 1 1, and 15, are mounted on aplate of marble or other insulating material 16, fixed on the frame.There is also fixed on the frame an electromagnet 17, having itsarmature always on one of the cores on which it pivots when the magnetis excited. To the armature is fixed a lever 18, jointed to a bolt 19,which slides vertically in guides and which by its weight keeps thearmature. away from the magnet except when it is excited. The upper endof the bolt does not project normally beyond the circular edge of theframe. On the rear side of the bolt there is a notch 20, which when thebolt is raised comes in the path of a stud 21, projecting from the lever3, and allows the lever to be moved. When the magnet 17 is excited, thelever 18 raises the bolt 19, which then projects beyondthe edge of theframe; but its notch allows the stud 21 to pass and the lever 3 to bemoved forward. On the lever is pivoted at 22 a double pawl 23 24, rightand left handed. Fig. 10 is a sectional plan on 22, showing the shape ofthe pawls and the free space between them. The edge of the frame 1 formsan are on which the pawls bear, and it has two notches 25 and 26. Alsothe cam 6 has two shoulders 27 and 28, projecting beyond the circularedge and in the paths of the respective pawls, and has two notches 29and 30, like 25 and 26 in shape, but not so far apart. pin 31 connectedto the reversing-switch by the rod 32, which insures the joint movementof the two parts and which is insulated from the switch. The arm 5 ofthe lever is con- The cam 6 has a crank- 1 nected to the commutator by arod 33, insulated as indicated in Fig. 9 and having a slotted hole whichallows a little play in transmitting the movement of the lever to thecommutator. The arm 4 of the lever is connected by the rod 345 to thelocking-bar 35, which may effect locking, according to any known system.The frame 1 is fixed on beams 36, to which are attached the otheroperating mechanisms belonging to the station.

A suitable interlocking system for the bars 35 35 is shown in Figs. 16and 16. The bar 35, connected to the lever 4: 3, moves vertically in theframe V as the lever is operated. On the bar 35 is a notch X. Two bars35 and 35', operated by two lovers 3 and 3, control distinct apparatus,switches, or signals. The two bars 35 and 35 are so controlled by theangleblock Z on the horizontal sliding bar Y that in the position shownthe lever 3 is locked against movement. In order to move 3', it isnecessary first to return 3 to its opposite position, in which the notchX reg isters with the block Z.

The operation of the mechanism is shown in different phases in Figs. 8,11, and 12, the two latter figures showing also, diagrammatically, theelectrical connections with the motor, consisting of the armature 37 andthe two field-coils 3S and 39, their commutator being indicateddiagrammatically by a pair of blades q and two contacts 42 and 43. Thearmature 37 is connected to earth or the common return, and the twofield-coils 33 39 are connected to the line-Wires by the commutator 3these wires meeting the blades 1112 of the reversing-switch. The middlecontact 14 of the switch connects to the electromagnet 17 and by it tothe positive terminal of a battery or dynamoj, the other terminal ofwhich connects to earth or the common return. The positive terminal hasalso a connection to the contact 9 of the commutator, the arm 7 of whichis connected to the contacts l3 and 15. Normally, as will be explainedhereinafter, the position of the switch or signal is always in accordwith the position of the operating-lever. Thus in Fig. 8 the lever is tothe right, like the receiving-commutator in Fig. 11. The movement of thelever to the opposite position, as shown in Fig. 12, takes place asfollows: First the locking-bar 35 must be free, and if so the lever canbe at once moved to the position in Fig. 11 until the pawl 24 drops intothe notch 25, indicating that the lever is free. At the same time therod 33 is caused by the lever 3 to move the commutator 70m to thecontact 9, in which condition the lever is stopped by the stud 21against the bolt 19. The lever cannot now be moved back, because thepawl 24 is in the notch 25, and the slight motion allowed is onlyequivalent to the play in the slot of 33, so that the commutator 7 isnotaltered. In the position Fig. 11 the current passes from 9 to 13 andby 11 to line, and by the commutator y and contacts and 42 to thefield-coil 38 and the armature 37, and thence to earth. The motor thenacts as above described, moving the switches or the signal and breakingthe contact 40 42 and making the contact 41 43. The current excites themagnet 17 and passes by 14 and 12 to line and by 41 43 to earth throughthe field-coil 39 and armature 37; but this current, owing to theresistance of the magnetcoil 17, is too weak to work the motor in theopposite direction, but it helps to stop it. The end of the lever 18 andthe bolt 19 ascend, allowing the lever 3 to be moved over to theposition in Fig. 12, the forward pawl having already passed the positionof the bolt and the rear pawl being able to ride over the same. In thelast part of its movement it moves the commutator-arm 7 on to thecontact 10, and the pawl 23, having met the shoulder 28 of the cam,moves it, advancing the rod 32, and thus changing the reversing-switch11 12,thus preparing the electric connections for the succeedingoperation in the opposite direction, the line 11 40, which has justtransmitted current to the motor, being ready for controlling the nextoperation of the switching mechanism and the line 12 4l,:which has justserved for control, being ready for transmitting current to the motorfor the next operation. The

movement of the cam 6 from the position in Figs. 8 and 11 to that inFig. 12 serves also to bringa full part of the cam 6 opposite the notch25 in the frame and a hollow part thereof opposite 26, thus preparingthe pawls 23 and 24 for the succeeding reverse movement. Thus the lastpart of the movement of the levers 3 4 5 is symmetrical with the firstpart and moves the locking-bar 35 as required. It will be seen fromFigs. 8 and 12 that for the two extreme positions of the operating-leverall the movableparts occupy twosymmetrical positions, so that the samephases as those described occur in their reverse movement. Assuming theapparatus to be for actuating switches and that the switch-operatingmechanism being in the position shown in Fig. 12, the switches have beenforced, still, as above described, the local commutator operates so thatthe contacts 41 43 are broken and 40 42 are closed. The current thenpasses through the coil of the magnet 1'7, the contact 14, the line 1140, and

through the motor to earth. The magnet raises the bolt 19,which, as theforward pawl 24 meets the bolt, prevents the lever 3 being moved.Consequently the mechanism is locked with the controlling-circuit in itsintermediate position and the switches must be rectified, restoring thecircuits to one of the extreme positions before the lever can be worked.For such a case it may be useful to have an audible signal, such as anelectric bell, arranged in shunt with the magnet 17, as shown, forexample, at 72, Fig. 14, and sounding whenever the magnet isexcited-that is to say,during each operation from the time when thecontrol current is] established until it is interrupted by thecompletion of the movement of the lever. Thus the electric hell wouldcontinue to sound when the corresponding switches are forced; but thesame result would be obtained by inserting a bell in the wire leadingfrom the battery to all the electromagnets of the station with agalvanoscope in shunt to each, so that there would be an audible signalfor all the levers and a visible one for each. Owing to the mode ofoperation described, whenever the lever is moved to transmit current tothe local apparatus it cannot be moved back to its extreme or normalposition without first moving it quite over to the normal positioncorresponding to that of the local apparatus, which extreme movement,moreover, is possible only after reception of the control-current sentby the local apparatus itself after it has taken the required position.The effect of this control is that the operating-lever must always be inaccord with the local apparatus. When an operating-lever works severalswitches or signals, the corresponding local motors are connected inparallel to the transmitting-line, so that they work simultaneously; butthe passive resistances of these difierent apparatus may vary and causea sensible difierence in the time occupied in completing theirmovements. Consequently the control current should not reach theoperating-station to disengage the bolt there until all theapparatushave attained the required position.

For operating several sets of apparatus I adopt the arrangement shown inFig. 13, in which three sets Z Z Z have their commutators, field-coils,and armatures denoted by the same numerals as in Figs. 11 and 12. Eachapparatus has a second or control commutator like that shown in Fig. 4,acted on by the same sleeve and having its contacts on the sameinsulating-plate. For simplicity of description I have shown thesecommutators in Fig. 13 in the same form as the primary commutators, ybeing the springs, and 44, 45, 46,

and 47 the contacts. In the most distant apparatus Z the contacts 44 and45 are connected together and to earth and the contacts 46 and 47 areconnected by insulated wires to the corresponding contacts 44 and 45 ofZ the contacts 46 and 47 of which are similarly connected to thecontacts '44 and 45 of Z, the contacts for which are connected to lineswhich are connected as follows to the main lines 11 and 12": The lines11 and 12, starting from the blades of the reversingswitch 11 12 of Fig.12, go to two armatures 50 and 54 of electromagnets 51 and 48. The wire11 connects armature-lever 50 to the contact 49 and thence to the magnet48 and the contacts of all the apparatus. Similarly the wire 12 passesby armature-lever 54 to contact 53, magnet 51, and the contacts 41 ofall the apparatus. In fact, the circuit of each wire has its contactdetermined by a relay worked from the other wire and from said contactpasses through the coil of a relay, by which a contact is worked whichcontrols the other wire, and thence to the motors. The armature 50 ofthe relay 51 has an anglearm pulled by a spring to hold the armature incontact with 49, said arm having its end arranged to become locked whenthe relay 51 is excited over the end of the armature 57 of a magnet 59,so that it cannot be unlocked until said magnet 59 attracts itsarmature. The armature 50 cannot leave the magnetpole 51 except on twoconditions-viz, the armature 57 must be attracted and 50 must be nolonger attracted. In like manner the armature 54 of the relay48 isarranged to belocked by the armature 56 of the magnet 58. Thecontact-stop 55 for the angle-arm of 54 is connected to the armature 56,also to one end of the coil of 58, the other end of which coilisconnected to the control-contact 47 of the first apparatus Z. In likemanner the contact-stop 52 is connected to the armature 57 and to thecoil of 59, which is connected to the control-contact 46 of Z. The coilof 58 cannot communicate with earth unless the contact to 47 isestablished in all the apparatus Z Z Z nor can the coil of 59communicate with earth unless all the contacts 44 to 46 are established.The operation of this arrangement is as follows: Assuming the operatorto send current by Wire 12, as described with reference to Figs. 8, 11,12, this current will pass by 54 53 through relay 51, which it willexcite, then to contact 41 and contact 43 of the field-coil 39 and thearmature 37 of the three apparatus working the motors; but, the armaturebeing attracted, contact with 49 is broken, while contact is establishedwith 52, and thus the line-wire 11, which should serve for control, isout off from the contacts 40 and put in communication through the coilof 59 with the control-contacts 44 to 46 of all the apparatus. When themovement of the apparatus is completed, the contact 41 to 43 is broken,as previously explained,cutting off current from the motor,andthecontact40to42ismade. When this takes place in all the apparatus,the relay 51 becomes inactive, having current no longer; butsimultaneously, as this is worked from the same sleeve,thecontrol-commutator acts, breaking the contacts 45 to 47 and makingcontacts 44 to 46. As soon as this occurs in all the apparatus thecircuit for the control-current is closed, and this current causes thearm 57 to be attracted, setting free the arm of 50, which .again makescontact with 49. At the operating-station this controlcurrent producesalso by the wire 11 the effect described above-that is to say, theascent of the bolt 19allowing the lever to complete its stroke to aposition corresponding with that of the apparatus. To sum up, localtransmission-commutators 4O 42 41 43 are branched in parallel on thecircuit, while the commutators 44, 46, 45, and 47, which control theoperation of the switch mechanism, are connected in series, and the twolinewires are commutated by the switches 49 5O 52 and 53 54 55 on thelines for transmitting orfor control, as required. The commutators 40 42and 41 43 normally commutate the trans initting and motor circuit andact also for control-currents when the apparatus is in a wrongcondition. The position shown in Fig. 13 for the local apparatus is inaccord with that of the lever shown in Fig. 12. Should one of the localapparatus-Z for instance be in wrong condition, then the contacts 45 47will be broken and contact of 44 46 will be made, on the one hand, whilecontacts 41 43 will be broken and contacts 40 42 will be made, on theother hand. The contact 40 42 gives communication from the controlwire11 through the motor to earth, and this excites the magnet 17 at thestation, which prevents the lever from being moved and calls theattention of the operator in the manner described. The relays andelectromagnets 51, 59, 48, and 58 may be arranged in the casing of thefirst apparatus Z or in a case near it; but it is to be noted that thetwo supplementary wires required for control extend only from themagnets to the last apparatus Z that is to say, within the limits of thegroup of apparatus that are simultaneously worked--while the lineconsists of the two wires 11 and 12, extending from theoperating-station to the group, with a common return-wire or earth. Whenthe linewires are exposed, they are subject to confusion, fracture, orcontact with earth. In order that confusion or fracture of wires mightnot affect safety of tratfic, I employ the arrangement shown in Fig. 14,which constitutes an automatic permanent control of the electriccondition of the wires and apparatus. It is based on the use of two setsof differential currents, each controlling one wire of the line. Whenthe line is in normal condition, the two branches of the circuit are ineqm'lt'brio. Any confusion or fracture of the line-wire destroys theequilibrium in one of the branches, which results in the raising of thebolt 19, and consequent stoppage of the operating-lever. For thispurpose the receiving apparatus is provided with two resistancessay oftwo thousand ohms-connecting earth to the contacts 40 and 41, Fig. 14.Consequently the total resistance of each circuit from theoperating-station is the same,

for the wire 12 has the resistance of the line plus two thousand ohmsand the wire 11 has the resistance of the line plus the reducedresistance of the field-coils and the armature in parallel with twothousand ohms, or somewhat less than thirty ohms. At theoperatingstation I place a relay 60, the coil of which consists of twoequal wires wound oppositely. I also arrange a supplementarycommutator62, having two contacts 63 and 64L, this being worked uniformly with 7by an insulated connecting-rod. Also the electromagnet 17 is wound withtwo equal wires wound oppositely. The contacts 63 and 64 are connectedtogether and to the battery, and the arm 62 is connected to the junctionof the two relaycoils through a resistance 61, which reduces theconsumption. On the other hand, the battery is connected to the junctionof the two coils of the magnet 17 through a resistance 67, which reducesthe consumption. One of the relay-coils (it) is connected to thecontacts 8 and 10 and through them to the line-wires. The other coil isconnected to earth through a resistance 73 equal to that of theline-wire plus the reduced resistance previously described. One of thecoils of the magnet 17 is connected to the contact 1 1 and through it tothe line-wire. The other is connected to earth through a resistance 68equal to that of the line plus two thousand ohms. From this arrangementit resultsthat the parts being as shown in Fig. 1% a system ofcontinuous currents of equal intensity is established in the two sets ofcoils of the relay 60 in opposite directions, so that the armature U5 isnot attracted. A system of continuous currents of equal intensity andopposite direction is also established in the two coils of the magnet17, and its armature is not attracted. Should there be fracture of thewire 12 41, there would be no current in the corresponding coil; but theother coil of 17 would be traversed by current and the armature would beattracted. If instead of fracture of the wire 12 41 there were an earthcontact or if there were contact of 41 to 43, resulting from derangementof the apparatus, the current in the one coil would be more intense thanthat in the other, causing excitement, attraction of the armature, andraising of the bolt. Similar consequences alfect the relay (iO-that isto say, if there be fracture, confusion, or earth contact of the wire 1140 there would be a change of current in the corresponding coil, andconsequent attraction of the armature (55; but in this case the movementof this armature makes a contact 66, which immediately connects to earthone of the coils of the magnet 17, which acts on the bolt. Thecommutator 62 is used forcutting the relay 60 off from the batteryduring the commutation resulting from the movement of theoperating-lever. In other words, the differential electromagnet 17controls the state of the controlling line-wire and translates intobolting of the lever the result of a defect in 7O 71, worked by thearmature of the magnet 17. This circuit may also comprise agalvanoscope, as mentioned above. This arrangement renders the workingof an appa' ratus impossible when its line is defective and absolutelyinsures safety, and, further, it announces a defect immediately on itsoccurrence.

In order to apply the arrangement just de scribed to a group ofsimultaneously-acting apparatus, I place the two thousand ohmsresistance between earth on the one hand and the armatures 50 and 54,Fig. 13, on the other handthat is to say, at the ends of the linewires.Obviously in calculating the resistances 68 and 73 new elementsoccur-namely, the resistance of the relays 4:8 and 51in reckoning thecoils 68, and this same resistance added to the reduced resistance ofthe motion in reckoning the coil 73.

My invention lends itself easily to interlocking arrangements dependingon electric contacts. The locking-bar 35, Fig.8,is in that case utilizedto work the contacts, the arrangement of which may be according to anyone of the many known systems; but it may be understood, for example,that two contacts adapted to the bar 35 might command the controllingand operating circuits of another operating-lever which could not bemoved unless the former lever were in a certain position, so that if thefirst lever is not in the required position it opens theoperating-circuit and closes the controlling-circuit of the secondlever, and so prevents its movement.

Having thus described all parts of my system and its application tosimple apparatus and also to groups of simultaneously-working apparatuswith underground or exposed wires combined with automatic and permanentcontrol, I claim as myinvention the arrangements described, reservingthe right of application of the same to either switches or signals ofboth and of varying as required the forms and sizes of the variousparts, viz:

1. In mechanism for the electric working of railway-switches,atransmitting-commutator, a lever for working it, pawls on said leveracting in opposite directions, a current-controlled bolt, and means forprojecting said bolt into the path of said pawls in case of accidentalthrowing of the switch.

2. In mechanism for the electric working ofrailway-switches,atransmitting-commutator, a lever for working it, pawlson said lever acting in opposite directions, in combination with a framehaving notches adapted to re ceive said pawls, and means for closingsaid notches to permit the passage of said pawls in the normal operationof the mechanism.

In mechanism for the electric working of railway switches and signals, atransmittingcommutator, a lever for working it, pawls on said leveracting in opposite directions, notches or stops on the frame adapted toreceive said pawls, in combination with means for preventing engagementof the notches and pawls when moved in the forward direction andpermitting engagement thereof in the opposite direction.

4. In mechanism for the electric working ofrailway-switches,atransmitting-commutator, a lever for working it, pawlson said lever acting in opposite directions, a frame having notchesorstops adapted to receive said pawls, and a cam on said frame with twonotches differing in position from those on the frame, the said camadapted to disengage the pawl from the notch or stop for the movement ofthe lever forward, and to permit the pawl to engage the notch or stopfor the back movement.

5. In mechanism for the electric working of railway-switches,a transmitting-comm utator, a lever for working it, pawls on said lever actingin opposite directions, aframe having notches or stops thereon, a camwith two notches adapted to be brought into coincidence with the notcheson the frame, and two shoulders on said cam in the path of said pawlswhereby the cam is moved by the lever to the ends of its stroke.

6. In mechanism for the electric working of railway-switches, atransmitting-commutator, a lever, connections between said commutatorand said lever whereby the movement of the latter controls the former,an electric bolt controlling the lever, two pawls on the lever, and anotched and shouldered cam adapted to be operated by said lever.

7. In mechanism for the electric working of railway-switches,atransmittingcommutator, a lever for working it, an electric boltcontrolling the lever, two pawls on the lover, a notched and shoulderedcam adapted to be operated by said lever, a reversing-switch adapted tobe operated by said cam, and a motor attached to said railway-switches,in combination with a transmittingcircuit from said switch to saidmotor.

8. In mechanism for the electric Working of railway-switches,atransmit-ting-commutator, a lever for working it, an electric boltcontrolling the lever, two pawls on the lever, a notched and shoulderedcam adapted to be operated by said lever, and a reversing-switch adaptedto be operated by said cam, in combination with a transmitting-circuitand a circuit adapted to operate the electric bolt.

9. In mechanism for the electric working of railway-switches,a wheel,acrank-roller thereon, a slotted lever for locking and moving the switch,the wheel operating in said slot, a worm and electric motor foroperating said wheel, and a commutator having two springs,

in combination with a rod attached to the moving part of the switch, andmeans connected to said rod whereby one or the other of the springs isstrained by the movement of the switch.

10. In mechanism for the electric working of railway-switches, a wheel,a crank-roller thereon, aslotted lever, the rolleroperating in saidslot, a worm and electric motor for operating said wheel, a commutatorhaving two springs, and means for straining said springs by the movementof the switch, in combination with a releasing-lever and two studs onthe wheel whereby the commutator is released when the switch is fullymoved and locked.

11. In mechanism for the electric working of railway-switches, a wheel,a crank-roller thereon, a worm and electric motor for operating saidwheel, a slotted lever operated by said roller and connected to saidswitch, a commutator having two springs, means for straining saidsprings by the movement of the switch, a releasing-lever for saidsprings, two studs on the wheel adapted to operate said lever, and acontrolling apparatus and transmitting-circuit leading therefrom, thecommutator being adapted to connect the motor and thetransmitting-circuit.

12. In mechanism for the electric working of railway-switches, a wheel,a crank-roller thereon, a worm and an electric motor for operating saidwheel, a slotted lever operated by said roller and connected to saidswitch, a commutator having two springs, means for straining saidsprings by the movement of the switch, a releasing-lever for saidsprings, two studs on the wheel adapted to operate said lever, acontrolling apparatus, a transmitting-circuit leading therefrom, thecommutator being adapted to connect the motor with saidtransmitting-circuit, a safety device,and means whereby the motor isconnected to the transmitting-circuit during its action, and after itsaction is automatically put in circuit with said safety device.

13. In mechanism for the electric Working of a group ofsimultaneously-acting switches, controlling apparatus, motors connecteddirectly to said switches, transmitting-circuits connecting saidcontrolling apparatus and said motors and comprising two wires, and arelay in each of said wires controlling the circuit of the other wire.

14. In mechanism for the electric working of a group ofsimultaneously-acting switches, central apparatus, local motors,line-*Wires connecting said apparatus, and a relay in each of theline-wires, in combination with a contact-breaker in each motor of thegroup, and an electromagnet in series with said contact -breakers, theelectromagnet being so arranged as to lock the relay in one of itspositions so that the relayis only released when all thecontact-breakers in series close the circuit.

15. In mechanism for the electric working of railway-switches, a safetydevice and a ential circuits to said line-wires, means connected withsaid electromagnet for controlling said safety device, and meansconnected with said relay for controlling the current through saidelectromagnet, so that any break of equilibrium in the current of thedifferential circuits works the safety device. In testimony whereof Ihave signed this specification in the presence of two subscribingwitnesses.

THEOPHILE DUCOUSSO. Witnesses:

EDWARD P. MACLEAN, ALEXANDRE MATHIEU.

